Occupant escape apparatus for an aircraft or the like



. Jan.28, 1969 R. M.STANLEY 4 3,

' OCCUPANT ESCAPE APPARATUS FOR AN AIRCRAFT OR THE LIKE Original Filed Aug. 19, 1964 Sheet I of 16 INVENTOR ROBERT M. STANLEY ATTORNEYS Jan. 28, 1969 R. M. STANLEY 3,424,409

OCCUPANT ESCAPE APPARATUS FOR AN AIRCRAFT OR THE LIKE Original Filed Aug. 19, 1964 Sheet 2 of 16 ATTORNEYS Jan. 28, 1 969 R. M. STANLEY OCCUPANT ESCAPE APPARATUS FOR AN AIRCRAFT OR THE LIKE Original Filed Aug. 19; 1964 Sheet ATTORNEYS Jan. 28, 1969 R. M. STANLEY 3,424,409

UPANT ESCAPE APPARATUS FOR AN AIRCRAFT OR THE LIKE Sheet 4.- of 16 Original Filed Aug. 19, 1964 ATTORNEYS Jan. 28, 1969 R. M. STANLEY OCCUPANT ESCAPE APPARATUS FOR AN AIRCRAFT OR THE LIKE Original Filed Aug. 19, 1964 Sheet INVENTOR ROBERT/STANLEY ATTOR NEYS i we Jan. 28, 1969 R. M. STANLEY OCCUPANT ESCAPE APPARATUS FOR AN AIRCRAFT OR THE LIKE Original Filed Aug. 19, 1964 Sheet INVENTOR ROBERT M. s TA/VLE) VMM 77% ATTORNEY$ Jan. 28, 1969 R. M.,STANLEY I OCCUPANT ESCAPE APPARATUS FOR AN AIRCRAFT OR THE LIKE Original Filed Aug. 19, 1964 Sheet ROBERT M. STANLEY Jan. 28, 1969 R. M. STANLEY 3,424,409

OCCUPANT ESCAPE APPARATUS FOR IAN AIRCRAFT OR THE LIKE Original File Aug- 19. 1964 Sheet 8 of 16 m NHIIP W Y J E E \OM W WM an 8N m m M ill in in N3 M iii: .//1M\ hon l; Q MMWI W 2a w mmm T 225182 wmfifiwm em ozEE 552:3 zom CB1 2255.56 E0266 ATTORNEYS m on aim a m mmlll um 3552. wow 5m 9w R. M. STANLEY v CCUPANT ESCAPE APPARATUS FOR AN AIRCRAFT OR THE LIKE Original Filed Aug. 19, 1964 Jan. 28, 1969 Sheet 9 of 16 INVENTOR ROBERT M. STANLEY ATTORNEYS Jan. 28, 1969 R. M. STANLEY OCCUPANT ESCAPE APPARATUS FOR AN AIRCRAFT OR THE LIKE Original F'i led Aug. 19, 1964 ATTORNEYS Jan. 28, 19 9 R. M. STANLEY 3,424,409 CCUPANT ESCAPE APPARATUS FOR AN AIRCRAFT OR THE LIKE Original Filed'Aug. 19, 1964 Sheet II of 16 INVENTOR ROBERT M. STANLEY BY M, 7/44 M ATTORNEYS Jan. 28, 1969 R. M. STANLEY OCCUPANT ESCAPE APPARATUS FOR N AIRCRAFT OR THE LIKE Original Filed Aug. 19, 1964 Sheet INVENTOR ROBERT M. STANLEY ATTORNEYS Jan. 28, 1969 R. M. STANLEY OCCUPANT ESCAPE APPARATUS FOR AN AIRCRAFT OR THE LIKE ROBERT M. STANLEY BY M, WW4 7 A'ITORNEYS Jan. 28, 1969 STANLEY 3,424,409

CCUPANT ESCAPE APPARATUS FOR AN AIRCRAFT OR THE LIKE Original Filed Aug. 19, 1964 Sheet /4 of 16 INVENTOR ROBERT M. STANLEY ATTOR NEY5 9 R. M. STANLEY 3,424,409

FOR AN AIRCRAFT OR THE LIKE OCCUPANT ESCAPE APPARATUS INVENTOR Sheet ROBERT M. STANLEY M, :2 WM

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OCCUPANT ESCAPE APPARATUS FOR AN AIRCRAFT OR THE LIKE Original Filed Aug. 19, 1964 Sheet Lg of 16 INVENTOR ROBERT M. STANLEY E1 -35 4/ i BY M, W4 f 7% ATTOR NEYS 3,424,409 OCCUPANT ESCAPE APPARATUS FOR AN AIR- CRAFT OR THE LIKE Robert M. Stanley, Denver, (3010., assignor to Stanley Aviation Corporation, Denver, Colo., a corporation of New York Continuation of application Ser. No. 390,709, Aug. 19, 1964. This application Dec. 12, 1966, Ser. No. 605,121 U.S. Cl. 244122 20 Claims Int. Cl. B64d 25/10; F41f 3/06; F42!) 13/56 ABSTRACT OF THE DISCLOSURE This application is a continuation of application Ser. No. 390,709 filed on Aug. 19, 1964, now abandoned for Occupant Escape Apparatus for an Aircraft or the like.

The present invention relates to escape apparatus for removing an occupant from a vehicle such as an airplane and is particularly concerned with a novel rocket action, escape system which is operative to extract the occupant from the vehicle.

Prior to this invention, most of the conventional escape devices which have been proposed for removing occupants from aircrafts and like vehicles have been of the ejection seat, catapult type in which a launching rocket or gun-fired projectile is rigidly secured to the back of the occupants seat in the aircraft. The occupant strapped in the seat is tossed into the air by launching the rocket, and, after he has been carried a safe distance away from the aircraft, he is released from the seat to make a parachuted descent to the ground.

Although conventional ejection seats of the type described above generally operate satisfactorily, they have several inherent shortcomings. In this connection, the mounting location of the launching rocket is usually limited to the rear of the seat, and the seat is required to be of special, bulky, and heavy construction. In addition, the occupant must be released from the seat to allow for a safe parachuted descent and landing. Also, by confining the rocket mounting position to the seat back, various difliculties have been encountered in aiming the rocket, in controlling the flight of the rocket, and in diverting the hot exhaust gases to avoid injury to the occupant.

This invention contemplates a safe, reliable, compact, and structurally simple occupant escape apparatus essentially comprising a tractor type rocket which is secured by a flexible tow line assembly to a harness worn by the occupant. The rocket is mounted in the airplane in any convenient location and is selectively launched in an unignited condition through the cockpit opening after the cockpit canopy is removed. As the rocket moves away from the airplane, the connecting tow line i pulled taut to automatically ignite the rocket propellant to extract the occupant from the aircraft. Following a predetermined rocket flight period, the tow line, according to this invention, is automatically severed, freeing the extracted occupant from the rocket and allowing safe deployment of the occupants recovery parachute. Since the extraction rocket of this invention need not be secured to the occupants seat, it can be located in any convenient location in 3,424,409 Patented Jan. 28, 1969 the cockpit and can be easily aimed to establish an optimum escape flight path for removing the occupant quickly and safely from the aircraft.

In accordance with a preferred embodiment of this invention, a seat assembly for accommodating the occupant is novelly constructed to allow the occupants posture to become erect as he is pulled towards the escape opening by the extraction rocket. This permits the occupant to egress through a smaller escape opening in comparison with the size of escape openings needed for conventional catapulted ejection seats which require knee and toe clearance for ejecting the occupant without injury.

Accordingly, a major object of this invention is to provide a novel escape apparatus for safely and quickly extracting an occupant from a vehicle.

More specifically, it is an object of this invention to provide a novel escape apparatus wherein a tractor type rocket is secured by a flexible tow line to a harness worn by the occupant of an aircraft, space craft, or the like and is selectively launchable to extract or pull the occupant from the craft.

Another specific object of this invention is to extract an occupant from an aircraft or the like by a novel escape apparatus comprising a specially constructed tractor type rocket having a nozzle assembly adjacent its advancing end for enabling the rocket to eifectively pull itself through the air.

Still another object of this invention is to extract an occupant from an aircraft or the like by a novel escape apparatus comprising a tractor type rocket which is secured by a flexible tow line to a harness worn by the occupant and which is provided with a special nozzle assembly for effectively pulling the rocket through the air and for imparting a stabilizing spin to the rocket.

Another object of this invention is to extract an occupant from an aircraft or the like by a novel escape apparatus wherein a tractor type rocket is secured to the occupant by an assembly comprising a flexible tow line which is pulled taut by launching the rocket and which is automatically severed just prior to rocket burn out. This aspect of the invention permits the rocket to move under its own power a safe distance away from the occupant and his recovery parachute.

Still a further object of this invention is to extract an occupant from an aircraft or the like by a novel rocket action escape apparatus wherein the occupant is continuously strapped throughout the rocket propelled escape flight and the parachuted descent to a seat back which is detachable from the seat pan of a special seat assembly and which novelly mounts the occupants parachute. The seat pan, according to this invention, folds down as the seat back moves up to allow the occupants posture to become erect as he is pulled by the rocket through the escape opening.

Another object of this invention is to extract an cecupant from an aircraft or the like by a novel escape apparatus wherein the occupant is secured by a flexible tow line to a rocket which is selectively launched in unignited condition from the craft and which is automatically fired when the tow line is pulled taut as a result of movement of the rocket away from the craft.

Still another object of this invention is to provide a novel seat assembly which is extensible to form a chute for guiding an occupant from an aircraft or the like in a substantially erect position.

A further object of this invention is to extract an occupant from a vehicle by a novel rocket motor which may be selectively aimed for effecting optimum flight paths for escape at high and low vehicle speeds respectively.

Further objects of this invention will presently appear as the description proceeds in connection with the appended claims and annexed drawings, wherein:

FIGURE 1 is a fragmentary perspective view of an aircraft containing one embodiment of the escape apparatus of this invention;

FIGURE 2 is a perspective 'view of the seat structure shown in FIGURE 1 as viewed from the rearward lefthand corner of the seat;

FIGURE 3 is a perspective view of the seat structure illustrated in FIGURE 1 as viewed from the forward left-hand corner of the seat;

FIGURE 4 is a section taken substantially along lines 44 of FIGURE 1;

FIGURE 5 is a fragmentary front elevation of the seat structure illustrated in FIGURE 1;

FIGURE 6 is a section taken substantially along lines 66 of FIGURE 5;

FIGURE 7 is a fragmentary rear elevation of the mounting structure for the seat shown in FIGURE 1;

FIGURE 8 is a fragmentary perspective view of the extraction rocket and recovery parachute pack together with the strap connections to the occupants torso harness illustrated in FIGURE 1;

FIGURE 9 is a partially sectioned side elevation of the extraction rocket illustrated in FIGURE 1;

FIGURE 10 is a section taken substantially along lines 10-10 of FIGURE 9;

FIGURE 11 is a section taken substantially along lines 11-11 of FIGURE 9;

FIGURE 12 is a top plan view of the extraction rocket illustrated in FIGURE 1;

FIGURE 13 is a partially schematic, fragmentary plan view of the structure for detonating the linear shaped charges to sever the tow lines securing the occupant of the aircraft to the extraction rocket;

FIGURE 14 is a fragmentary perspective view of the seat back illustrated in FIGURE 1 and showing the recovery parachute pack assembly pivoted to its rearwardly tilted position with respect to the seat back;

FIGURE 14A is a longitudinal section of the latch assembly shown in FIGURE 14 for retaining the recovery parachute pack in its stored position.

FIGURES 15-24 inclusive illustrate the sequence of operation of the escape apparatus of this invention;

FIGURE is a schematic view of the occupant actuated means for operating the escape apparatus of this invention;

FIGURE 26 is a side elevation of a preferred embodiment showing a modified seat and extraction rocket construction;

FIGURE 27 is a front elevation of the seat structure shown in FIGURE 26;

FIGURE .28 is a side elevation illustrating the scat assembly of FIGURE 26 in its fully deployed pilot extracting position;

FIGURE 29 is a longitudinal section taken substantially along lines 2929 of FIGURE 26 and illustrating details of the modified rocket motor assembly according to the preferred embodiment of this invention with the parts of the rocket motor assembly being shown in inactive, stored positions;

FIGURE 30 is a continuation of the longitudinal section shown in FIGURE 29;

FIGURE 31 is a fragmentary section similar to that of FIGURES 29 and 30 but showing the parts of the rocket assembly in operating position for extracting the occupant from the aircraft;

FIGURE 32 is a schematic view of the control system for operating the escape apparatus illustrated in FIG- URE 26;

FIGURE 33 is an enlarged fragmentary partially sectioned side elevation of the mechanism for releasably retaining the seat assembly seat pan in the sitting position shown in FIGURE. 26;

FIGURE 34 is a partially schematic side elevation of the mechanism for releasably retaining the occupant seat belt shown in FIGURE 26;

FIGURE 35 is a partially sectioned rear elevation of the seat back shown in FIGURE 26;

FIGURE 36 is a section taken along lines 3636 of FIGURE 35; and

FIGURE 37 is a section taken along lines 37-37 of FIGURE 35.

Referring now to the drawings and more particularly to FIGURE 1 wherein a construction embodying the principles of the present invention is shown, the reference numeral 28 generally designates an aircraft having a conventional jettisonable canopy 22 for enclosing a cockpit 24. Mounted in cockpit 24 is a seat assembly 26 adapted to accommodate the pilot and comprising an occupant-supporting, net covered seat pan 28 and an upstanding seat back 30 extending upwardly from the rearward edge of pan 2 8.

According to this invention, seat back 30 is detachably fixed to seat pan 28, and as shown in FIGURES l and 2, comprises a rectangular framework 34 having parallel, outwardly opening, channel shaped, side slide rails 36 and 3-8.

Rails 36 and 38 are rigidly joined together at their upper ends by a transverse channel member 40 and at their lower ends by a rigid rod 42 which extends between and at right angles to rails 36 and 38.

With continued reference to FIGURE 2, seat back 30 has a rigid, one-piece support pan 44 formed a forwardly bowed back and head rest 46 extending between parallel, spaced apart, side plate portions 48 and 50 which are fixed to and extend forwardly from rails 36 and 38 respectively. Back and head rest 46 and plate portions 48 and 50 co-operate to define a rearwardly opening recess 52 which extends between rails 36 and 38 for receiving a recovery parachute pack assembly 54 (FIGURE 1). The head and back supporting surface of pan 44 may be padded and covered in any suitable, conventional manner as shown in FIGURE 3.

As best shown in FIGURE 2, the lower ends of rails 36 and 38 slidably engage rigid parallel guide tracks 56 and 58 each comprising a structural angle having mutually perpendicular legs 60 and 62 respectively extending forwardly along the side of seat assembly 26 and laterally along the rear of assembly 26. Guide tracks 56 and 58 are rearwardly inclined at a slight angle and are respectively rigidly mounted on base plates 64 and 66 which are fixed by any suitable means to the frame of the aircraft. The outer, rearwardly facing surfaces of rails 36 and 38 may slidably bear against the forwardly facing surfaces of tracks 56 and 58. Seat pan 28 is supported from tracks 56 and 58 in a manner to be described in detail later on.

Referring now to FIGURE 4, a plurality of aligned, vertically spaced apart guide blocks 68 (one shown) are fixed to leg 60 of track 56 and extend into the outwardly opening channel of rail 36 to slidably support rail 36 for movement along track 56. Similarly, a plurality of aligned vertically spaced apart guide blocks 70 are fixed to leg 60* of track 58 and extend into the outwardly opening channel of rail 38 for slidably supporting rail 38 for movement along track 58. Blocks 68 and 70 slidably engage the opposed side wall portions of rails 36 and 38 respectively to retain seat back 30 against forward or rearward movement but to permit upward displacement of seat back 30 longitudinally along tracks 56 and 58.

Referring now to FIGURES 5 and 6, a further plurality of aligned, vertically spaced apart guide blocks 74 (one shown in FIGURE 6) extend into the channel of rail 36 and are fixed to a rigid upstanding side member 75 which forms a part of the aircraft frame. Similarly, another set of aligned, vertically spaced apart guide blocks 76 (one shown in FIGURE 6) extend into the channel of rail 38 and are fixed to an upstanding side member 77 which also forms a part of the aircraft frame. Blocks 74 and 76 cooperate with blocks 68 and 70 to retain seat back against forward, rearward, and sideward movement, but to permit upward sliding movement of seat back 30 along tracks 56 and 58.

For vertically supporting seat back 30 in its normal upright position, a pair of parallel, upstanding support rods 78 and 80, as shown in FIGURES 2 and 7, are rigidly mounted at their lower ends on a cross bar 82 which extends laterally between and which is fixed at opposite ends to tracks 56 and 58. Respectively mounted on the upper ends of rods 78 and 80 are suitable latch assemblies 84 and 86 which are releasably clamped around rod 42 to support and vertically retain assembly 30 in the position shown in FIGURES 1 and 2.

Latch assemblies 84 and 86 may be of any conventional construction which release in response to a strong upwardly exerted force or to mechanical actuation, permitting seat back 30 to freely move upwardly along tracks 56 and 58.

As best shown in FIGURE 8, the occupant of seat assembly 26 is strapped only to seat back 30 by a pair of conventional lap straps 88 (one shown) joining seat back 30 to hip fitting 8811 (one shown) of a conventional torso harness 89. The aft ends of straps 88 are secured to rails 36 and 38 by suitable fitting and strap assemblies 90 (one shown). A conventional inertia reel having a recoiling mechanism 91 mounted on the channel is provided to hold the occupants head back against the head rest portion of seat back 30 during his escape from the aircraft. It will be observed that the occupant is not secured to seat pan 28 so that he is free to be lifted clear of pan 28 with seat back 30 securely strapped to him in its back and head supporting position.

According to this invention, the occupant is extracted from cockpit 24 with seat back 30 securely strapped to him by a novel launcher and tractor type rocket motor assembly 92 to be described in detail later on.

With continued reference to FIGURES 1-3, seat pan 28 is mounted on a framework 94. A pair of parallel support rods 96 and 98 respectively fixed at corresponding ends to tracks 56 and 58 extend forwardly and upwardly and are pivotally secured at 100 to opposite sides of framework 94 for swingably mounting seat pan 28 about a substantially horizontal axis. The center of gravity of seat pan 28 is located forwardly of the pivot axis at 100 so that the forward end of pan 28 tends to tilt downwardly from the horizontal position shown in FIGURES l3.

To retain seat pan 28 in its normal seating position, pan 44 bears against the rearward marginal edge of seat pan 28 to hold it firmly against a pair of stop abutments 101 (FIGURE 5) comprising blocks fixed to tracks 56 and 58. When seat back 30 is lifted along tracks 56 and 58, seat pan 28 is then free to swing about its pivot connection at 100 to a downwardly tilted position shown in FIGURE 19, permitting the occupants legs to straighten out as he is pulled out of the cockpit.

Referring now to FIGURE 9, assembly 92 for extracting the occupant from cockpit 24 is shown to comprise a tractor type rocket 104 having a tubular casing 106 which defines a combustion chamber .108 for receiving a suitable gas generating propellant indicated at 109.

Mounted on casing 106 at the forward or advancing end of rocket 104 is a nose cap and nozzle assembly 110 comprising a hollow nose cap housing 112 which mounts a pair of rearwardly outwardly directed venting nozzles 114 and 1116. Nozzles 114 and 116 are on diametrically opposed sides of housing 112 and respectively define venturi gas exhaust passages 118 and 120 which communicate with chamber 108 through a central passage 121. The gas generated by burning the propellant stored in chamber1108 is exhausted through passages 118 and 120 to effectively pull rocket 104 through the air.

As shown in FIGURES 1 and 8, a swivel joint assembly 126 mounted on the aft end of rocket 104 is secured to a pair of tow lines 128 and 130 in the form of a bridle. Lines 128 and 130 are respectively attached to a pair of shoulder connectors 131 (one shown in FIGURE 8) forming a part of torso harness 89 to extract the occupant from cockpit 24 when rocket 104 is fired in a manner to be described in greater detail later on.

As best shown in FIGURE 10, swivel joint assembly 126 comprises a cylindrical swivel post 132 having a reduced diametered, threaded end section 134 which extends coaxially and freely through a smooth cylindrical bore 136 formed in a cylindrical extension housing 138. The forward end of housing 138 extends coaxially into the open aft end of casing 106. A radially outwardly extending lip 140 on housing 138 snugly abuts the rearwardly facing end of casing 106 in the manner shown. Housing 138 is rigidly fixed to casing 106 by any suitable means. As shown, bore 136 is axially aligned with the longitudinal axis of casing 106.

With continued reference to FIGURE 10, post 132 is formed with an enlarged diametered, smooth cylindrical, intermediate section 142 extending rearwardly from housing 138 and providing a forwardly facing annular shoulder 144 which bears against a fiat end face 146 of housing 138. Swivel post 132 is axially retained in place by abutment of shoulder 144 against end face 146 and a nut 148 threaded on the forward end of section 134 projecting beyond bore 136. Nut 148 is drawn up tight to pull shoulder 144 snug against the end face of housing 138.

With continued reference to FIGURE 10, section 142 extends coaxially through a stepped bore 150' formed in a cross piece 152 of a yoke 154. A bearing comprising a bushing 155 contained in bore 150 and carried by section 142 coaxially mounts yoke 154 for rotation about an axis substantially aligning with that of casing 106. Post 132 terminates at its rearward end projecting beyond bore 150 in an enlarged cylindrical head 156 which is held against a thrust bearing 158. Bearing 158 is fitted in a counterbored recess 160 and is seated against a rearward facing annular shoulder 162 formed at the bottom of recess 160. With this arrangement and construction of parts, yoke 154 is rotatable on post 132, but is axially retained between opposed surfaces on head 156 and housing 138 respectively.

As shown in FIGURE 9, cross piece 152 integrally joins a pair of rearwardly extending, parallel arms 164 and 166. A cross bar 168 fixed at opposite ends to arms 164 and 166 extends along an axis that normall intersects the rotational axis of swivel post 132.

As shown in FIGURE 8, lines 128 and 130, each comprising a tough, flexible, multiple layer strap of nylon, are securely joined to one end of a flexible multiple layer nylon strap 170. The opposite end of strap 17 0 is formed with a loop 172 which extends around cross bar 168 between arms 164 and 166 of yoke 154. The ends of lines 128 and 130 remote from strap 170 are suitably secured to torso harness 89 in the region of the occupants shoulders on opposite sides of his head. Swivel joint assembly 126 permits rocket 104 to be spun about its axis in a manner to be described shortly without spinning the occupant or entangling lines 128 and 130. The lengths of lines 128 and 130 are the same and are about six feet to permit the extracted occupant to trail remotely behind rocket 104 after it is launched.

In the aircraft having a cockpit of the type shown in FIGURE 1, rocket 104 is preferably located to the rear of seat structure 26 and is an upstanding, slightly forwardly inclined position for launching along a straight path extending through the cockpit opening provided by removing canopy 22. Rocket 104 is so aimed that its straight launching path passes through a point indicated at 176 in FIGURE 16 which coincides with the end of strap 170 attached to yoke 154 when lines 128 and 130 and strap 170 are pulled taut as a result of launching the rocket. By aiming rocket 104 in this manner, the pull on lines 128 and 130 will establish the free flight path of rocket 104 passing beyond point 176.

According to this invention, rocket 104 is secured to the occupants torso harness solely by lines 128 and 130, and in this embodiment, seat back 30 is strapped to the occupant for removal with the occupant by launching rocket 104. Since rocket 104 is not directly attached or secured to any part of seat assembly 26, it is not restricted to the location shown in the drawings, but may be mounted in any other convenient location depending upon the type and construction of the vehicle in which it is disposed. This aspect renders the escape apparatus of the present invention easily adaptable to many different types of vehicles such as, for example, aerial jeeps, aerospace service vehicles, and space vehicles in addition to the observation aircraft, cargo aircraft, and helicopters.

To launch rocket 104 from the aircraft, a conventional cartridge 180 (see FIGURE 11) .is mounted in a stepped bore 182 formed in a launcher breech comprising a rocket mounting breechblock 184. Breechblock 184 is suitably fixed to the frame of the aircraft.

With continued reference to FIGURE 11, a cylindrical pin 188 mounting a cartridge firing pin 186 is formed with a notch 190 which interfits with a notch 192 formed in a cylindrical disconnect pin 194. Pins 188 and 194 are coaxially, slidably received in a stepped bore 196 formed in an adapter piece 198. Adapter piece 198 is received in a reduced diametered section 200 of bore 182 and is fixed in place adjacent to cartridge 180.

As shown, pin 188 is provided at its inner end with an enlarged head 202 which carries firing pin 186. A coiled compression spring 204 surrounding a reduced diametered shank portion of pin 188 reacts against an internal shoulder 206 in adapter piece 198 to bias pin 188 towards an operative firing position.

With continued reference to FIGURE 11, pin 194 is connected by a schematically illustrated, mechanical, motion transmitting cable and linkage assembly 208 to an operating handle 210 which is manually manipulatable by the occupant of the aircraft to detonate cartridge 180. In the inoperative position of handle 210 shown in FIG- URE 11, pin 188 is held in retracted, inoperative position against the bias of spring 204. When handle 210 is pulled by the occupant of the aircraft, pins 188 and 194 are pulled outwardly to compress spring 204. When the notched ends of pins 188 and 194 are withdrawn into an enlarged end bore section 211 of stepped bore 196, pin 194 shifts laterally permitting the interlocking ends of pins 188 and 194 to slip apart. As a result, pin 194 separates from pin 188 to allow spring 204 to urge pin 188 inwardly to detonate cartridge 180. Pins 188, 194, and 186 comprise a firing mechanism 211a which is essentially of conventional construction.

With continued reference to FIGURE 11, a second rocket launching cartridge 212 is mounted in an enlarged section of a stepped through bore 214 formed in breechblock 184 in parallel relation to bore 182. Cartridge 212 is detonated by a firing mechanism 216 which is preferably of the same construction as the firing mechanism for cartridge 180, like reference numerals being used to designate like parts. As shown, firing mechanism 216 is also connected to handle 210 with the result that cartridges 180 and 212 are detonated simultaneously by pulling handle 210.

The expanding gases generated 'by the detonation of cartridges 180 and 212 pass through a pair of bored passages 21-8 and 220 in breechblock 184 and into passages defined by rigid tubes 221 and 222 as shown in FIGURE 9. Tubes 221 and 222 are securely threaded at their lower ends in breechblock 184 and extend upwardly in parallel with the longitudinal axis of rocket 104 on diametrically opposite sides of casing 106. The upper ends of tubes 221 and 222 respectively extend coaxially into launching cylinders 232 and 234 which extend upwardly along opposite sides of casing 106. The lower ends of cylinders 232 and 234 are respectively threaded into bores 228 and 230 formed in diametrically opposed arms 224 and 226 which are rigid with housing 138. A plurality of suitable, axially spaced apart mounting brackets 236 rigidly secure cylinders 232 and 234 to casing 106. The upper ends of cylinders 232 and 234 are spaced axially rearwardly from cap and nozzle assembly as shown and are respectively closed by suitable end caps 237 and 238.

Any suitable conventional means may be employed for releasably mounting rocket 104 on breech-block 184 such as a bracket and shearable locking element assembly (not shown).

When cartridges 180 and 212 are selectively detonated by manual actuation of handle 210, the expanding gases produced from the detonation travel through passages 218 and 220 and launching tubes 221 and 222 to pressurize cylinders 232 and 234 with the result that rocket 104 is lifted off breechblock 184 and moved upwardly along launching tubes 221 and 222. Tubes 221 and 222 sup portingly extend into cylinders 232 and 234 sutficiently far to provide for a powered stroke of approximately two feet before cylinders 232 and 234 move axially beyond tubes 221 and 222.

It will be observed that actuation of handle 210 to initiate operation of the escape apparatus of this invention does not ignite the propellant contained in rocket 104 with the result that rocket 104 is launched from the aircraft in an unignited condition. By launching of rocket 104 through the cockpit opening after canopy 22 is removed, lines 128 and 130 are pulled taut to automatically actuate a firing mechanism 249 (FIGURE 10) for igniting the rocket propellant in a manner now to be described.

As shown in FIGURE 10, mechanism 249 is similar to that described for detonating cartridge 180 and comprises a pair of cylindrical, axially aligned pins 250 and 251 slidable and coaxially received in a stepped through bore 252 formed in housing 138 along an axis extending parallel to the longitudinal axis of casing 106. An apertured car 254 fixed to pin 250 and extending rearwardly beyond bore 252 is secured by a tough nylon cord 256 to strap 170. Cord 256 has a length which is sufficiently short that it is tensioned to pull pin 250 rearwardly out of bore 252 when strap is pulled taut. It will be appreciated that cord 256 may alternatively be suitably secured to either line 128 or line 130 or to torso harness 89. In any event, the stretched out length of cord 256 is sufficiently short to pull pin 250 out of bore 252 when lines 128 and 130 and strap 170 are pulled taut as a result of launching rocket 104 from the aircraft.

With continuing reference to FIGURE 10, pins 250 and 251 are releasably interlocked by interfitting notches 258 and 260 formed at their inner adjacent ends. A coiled spring 262 surrounding a reduced diametered shank portion 264 of pin 251 is compressed between axially opposed surfaces respectively defined by a forwardly facmg internal shoulder 266 and an enlarged head section 268 for-med integral with shank portion 264 at the forward end of pin 251.

As shown in FIGURE 10, pin 250 is provided with an enlarged diametered end section 270 which abuts a rearwardly facing annular shoulder 272 formed by an enlarged end section 273 of bore 252 and acting as a stop abutment surface to limit forward displacement of pin 250 under the bias exerted 'by spring 262. In its normal inoperative position, pin 250 thus holds pin 251 in the retracted position shown in FIGURE 10.

With continued reference to FIGURE 10, a firing pin 276 fixed to pin 251 and extending forwardly from head section 268 is adapted to engage a conventional detonator 278 when pin 251 is displaced forwardly from the position shown in the drawings. Detonator 278 bears axially against a disc shaped charge 280 comprising black powder contained in the aft end of casing 106. Charge 208 is 

